Of railroad-oaks



H. n. TAYLOR.

Car Brake.

,Patnted Feb. 3. 1852.

M. PHOTO- LITHU CG, NAYJOSBORNE S PROBE r rnnr QFFIGE.

HY. TAYLOR, OF NEWARK, NEW JERSEY.

RUNNING-GEAR OF RAILROAD-CARS.

To all whom it may concern;

Be it known thatI, HENRY DAVIS TAY- LOR, of the city of Newark, in thecounty of Essex and State of New Jersey, have invented certain new anduseful improvements in means of preventlng locomotives, rail-cars, andall carriages employed on railroads from running or being thrown off thetrack or rails; and I do hereby declare that the following is a full,clear, and exact description of the same, referencebeing had to theaccompanying drawings, forming part of this specification, in which-Figure 1 is a longitudinal vertical section of the platform or floorframe and trucks of a rail car having my improvements applied. Fig. 2 isa front elevation. of the same. Figs. 3 and 45 areviews of some of theparts detached which are more particu larly referred to in suitableplaces inv the description.

Suitable letters of reference indicate corresponding parts in each ofthe several figures.

This invention relates to certain means of removing obstructions fromthe track and preventing the cars, engine or any carriages employed onrailroads from being caused to run off the track by any unevenness orobstruction that does not admit of being easily removed or by any othermeans.

To enable others skilled in the art to make may be of any suitable formwhich admits of the inner edge projecting.

Below the car and inside the rails there is a strong frame or truckconsisting of longitudinal piers G, G, and crosspieces H, H, of timberor other materials united by metal frames or corner pieces I, I, in eachof which frames or corner pieces is hung the axle a,

of a small wheel J, which inclines at an angle of about 45 and isprovided in its periphery with a groove fitting to the inner edge of therail about half way between the wheels D, D, in such a manner that whenSpecification of Letters Patent No. 8,710, dated February 3, 1852.

all of the said wheels J, arein their places the frame can not rise ormove upward. This frame with its wheels is represented in Fig. 4: whichis a plan of it and is also seen in Fig, 2, and partly in Fig. 3.

Connected to the outer end timber of each truck B, near each side is arod K, which passes through a guide L, attached to the opposite endtimber. To the inner edge of each rod K, a link M, is attached at thecenter of its length. One end of each link M, is connected by a rod N,at one end to one of the side timbers G, G, of the lower truck or frameand the opposite end of each link by a rod P, to a link 0, which hangsat the center of its length on a stationary pin 6, attached to theplatform A, of the car. This link O,1nust be hung in such a position asto move freely and allow of the shortening of the distance between theends of the two links hi, which areopposite each other.

Across thecenter of each truck is placed a'framing consistingprincipally of two parallel bars U, U, and on pivots inserted throughthese bars are hung links Q, R, R, the pivots passing through the linksat about the middle of their length. The front timher of the truck isomitted in Fig. 2 to show these bars U, U. The links Q, are eachconnected by two rods S, S, (one at each end) to the links R, R; and theopposite ends of the links R, R,,to those which are connected to thelinks Q, are connected by rods T, T to the cross timbers H, H, of theinclined wheel frame. The last described combinations of rods and linksconnect the trucks B, B, with the lower truck or frame G, G, H, H andconfine them together laterally and are precisely the same in theirarrangement and operation as the first described combinations, whichconnect the body of the car and the trucks B, B, with the lower truck orframe and confine them together longitudinally, the links Quperformingthe same duty as those 0, viz, that of allowing for the variation in thedistance between the ends of the levers R, B. By means of the two setsof rods and links, one set on each side of the car and one set acrosseach truck B, the car is connected to the lower truck or frame G, G, H,H, in such a manner as to admit of each one, or any number at the sametime of the wheels D being raised from the rail in passing over anythingwhich may be upon them and insures their safe return to their properposition on the rail when they have passed over the obstruction orunevenness of surface without giving any very perceptible shock tothecar.

Attached by pins 0, to the end of the lower truck or frame-G, G, H, H,there are two guards V, one on each side nearly close to is a standingrest f, which when the guard is a little raised rests against the axle Cbehind it. The guards V, are united by cross stretchers g, g, and aredesigned to catch anything which may be upon the rails and either moveit off or carry. it along until a convenient time for stopping. Theindia rubber bands will break the force of the shock to the car, andprevent injury to living creatures. The number ofguards may be increasedand the elastic bands made to extend all across in a continuous sheet.The front of the engine and each or one end of every car or the outerends of the first and last cars of a train may be provided with theabove guards.

The operation of the improvement is as follows: lVhen the cars or engineare running the guards hang perfectly free, but as soon as they meetwith an obstruction they are raised and thrown back by the force of theconcussion and the rests f bear against the axle C. It depends on thenature or formof the obstruct-ion whether it will be thrown off orcarried in front. In case it is carried in front the guards will beprevented from being thrown back by the axle C. Any obstruction of suchnature as to adhereto the rails or not to admit of being moved by theguards will be passed over by the wheels D, D, but owing to the form andposition of the wheels J, J, which are prevented from rising and whichneed not extend far on the rail, they the said wheels J, J will eitherescape, pass under or remove the obstructio-n, and as they are confinedto the rails and the trucks must always be brought back to the sameposition on the rails in relation to the wheels J, J, the cars can notget off the track.

I do not claim the grooved inclined wheels J, J, fitting to the rails inthe manner described; but

' What I do claim as my invention and desire to secure by LettersPatent, is

1. The lower truck or frame G, G, H, H, supported upon the rails andprevented from rising by grooved inclined wheels J, J, J, J,

fitting to the edge of the rails, and con- 7 nected to the trucks, andbody of the car by series of links and rods substantially such as areherein described and represented by O, P, P, M, M N, N, K, K, and Q, S,S, R, R, T, T, operating for the purpose set forth.

2. And I also claim the forked guards V, provided with elastic bands Z,Z, and att-ached to the lower trucks G, G, H, H, so as to move up anddown freely but formed so as to take a firm bearing or rest on the frontaxle or any stationary part of the front truck when brought into contactwith any obstruction substantially as and for the purpose herein setforth.

HENRY DAVIS TAYLOR.

Witnesses:

DAVID W. BALDWIN, CALEB I. TIOHENER.

